Vehicle structure

ABSTRACT

A vehicle structure, especially a vehicle structure for utility vehicles such as motor vehicles and rail vehicles, wherein a covering frame is supported on a loading platform, covering a loading area. A roof skin can be placed on displaceable cross members of the covering frame, whereby at least one flexible reinforcing member is arranged in an upper area of the covering frame in order to reinforce the roof. The inventive vehicle structure has low deflection as a result of the fact that at least one flexible reinforcing member is fixed to a front corner area of the covering frame and to a rear displaceable cross member in the region of the longitudinal side thereof, at least one flexible reinforcing member being maintained in at least one point of traction in an area of the other longitudinal side.

BACKGROUND

The invention relates to a vehicle structure, in particular for utilityvehicles, such as motor vehicles and rail vehicles, in which a coveringframe is supported on a loading platform and covers a loading area, itbeing possible for a roof skin to be attached to moveable bows of thecovering frame, and in which at least one flexible reinforcing member isarranged in an upper region of the covering frame in order to stiffenthe roof.

In road and rail vehicles and containers known from practice, the loadis to be transported as securely as possible. In addition, the loadingand unloading is to take place as rapidly as possible in order to beable to return the vehicle etc. as rapidly as possible to itstransporting function again. Customary vehicle superstructures enablingthe loading platform to be opened up comprise sliding-hoop-typecoverings or sliding coverings. A heavy, moveable load may and also hasto be anchored in the floor of the loading surface. However, this is notpossible with all loaded goods, for example with relatively lightweightpiece goods, such as packages, or is at least associated with anincreased expenditure of labour, as there is, for example when usingnets. Displacing of the load takes place when traveling around tightcorners when the unsecured load presses with approximately half of itsweight against the side wall of the structure. It has been establishedthat relatively flexible side walls, such as reinforced tarpaulins, maysag laterally by up to 50 cm in such cases.

Roofs with a braided cable in the covering frame are known frompractice. Furthermore, reinforced roof tarpaulins are known frompractice. However, the latter do not reliably conduct away forces whichare being applied, but rather are too elastic, susceptible to wear andexpensive.

WO 00 12 337 A1 describes a vehicle structure which is embodied as asliding-hoop-type covering, in which sliding hoops in the form of aninverted U can be shifted along both longitudinal sides of a loadingplatform and essentially cover the loading surface. Although a vehiclestructure of this type is flexible as regards the loading options, theside walls of the vehicle structure are severely bent outward if theload slips.

WO 00 12 334 A1 describes a sliding covering, in which bows can beshifted via rollers along longitudinal members, which are supported onthe loading platform via stakes, to open up a roof opening. Furthermore,side tarpaulins can be displaceably suspended on the longitudinalmembers. Owing to the extent of the stake, the load in the roof regionacts with a large lever on the longitudinal member, in particular in thecentral region thereof. In the case of longitudinal members which aresupported from a plurality of sections of longitudinal-member profilesthat are arranged one behind another and are supported in each case onstakes, the supporting on relatively strong transverse members isinsufficient to get out the longitudinal members, for which reason thebending outward achieves impermissibly high values.

EP 0 936 093 A1 shows a sliding-hoop-type covering, in which, in theregion of the side walls and of the roof, rigid stiffening struts arearranged diagonally between adjacent sliding hoops, it being possiblefor at least one end of the stiffening elements to be shifted in a guidein such a manner that adjacent sliding hoops can come into contact withone another. A transfer of weight forces which act outward on the sidewalls is not possible with these stiffening elements.

DE 197 56 865 A1 describes a vehicle structure, in which a coveringframe comprising longitudinal members which are supported toward theloading platform by stakes covers a loading area, a roof tarpaulin forcovering a roof opening being fastened to bows spanning the twolongitudinal members, and it furthermore being possible for sidetarpaulins to be fitted in each case into the longitudinal members. Toavoid lateral sagging, rigid false floors which stiffen the vehiclestructure are fitted into the stakes. Furthermore, the vehicle structurehas a complex arrangement of stiffening elements which are designed as achain or cable and which are fitted, on one side, to a fixed roof partand, on the other side, are fastened to a carriage which can be movedalong the longitudinal edge of the roof, as a rule on a somewhat widerend bow which is intended to bring about the parallel guidance of thebows. These stiffening elements are deflected on the bows a number oftimes from the one side to the other side in each case of the coveringframe, diagonally spanning the surface of the loading area, twodiagonally extending stiffening elements being deflected in each case atboth ends of the same bow, and the stiffening element engaging with bothof its ends in the region firstly of the one longitudinal member andsecondly of the other of the two longitudinal members. Furthermore,further stiffening elements are stretched parallel to the longitudinalmembers in ring eyelets in which the diagonally extending stiffeningelements are also deflected. Due to the large length of the stiffeningelements and because the latter have to be designed to absorb allforces, the stiffening elements have a great thickness, as a result ofwhich the folding of the tarpaulin is impaired. Although, in the knownvehicle structure, the stiffening elements bring about a connectionbetween the two longitudinal members, the two longitudinal membersbuckle in the same direction when subjected to a load, with the resultthat the vehicle structure buckles in the central region in the mannerof a banana—in fact, buckles at two points as the two longitudinalmembers yield, or even becomes twisted. A further significantdisadvantage resides in the fastening of the ends of the stiffeningelements to the final bow, since the entire load transferred via thestiffening elements stresses the bearings of the rollers andcorrespondingly reduces the service life of the rollers. The sameapplies to the bows on which the eyelets for the deflection of thestiffening elements are provided and the rollers of which have totransfer the entire load acting on the stiffening element to thelongitudinal member, which rapidly causes damage to the bearings of thehorizontally guided rollers and, accordingly, the stiffening of the roofregion is again reduced. Finally, the multiple deflection of theflexible stiffening elements defines a parallelogram of traction that isunable to transfer thrust forces to the opposite longitudinal member tocompensate for forces acting on one longitudinal member, and so thestiffening elements expand the one side, as a result of which excessiveforces can be introduced into the tarpaulin and the latter can bedamaged.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a vehicle structurewhich offers increased resistance to lateral sagging.

For the roof skin mentioned at the beginning, at least one flexiblereinforcing member is fixed to a front corner region of the coveringframe and to a rear, moveable bow in the region of the same longitudinalside, and that the at least one flexible reinforcing member is securedin at least one point of traction in a region of the other longitudinalside.

The vehicle structure according to the invention avoids having astiffening element or reinforcing member spanning the roof opening, inthe closed state of the roof, diagonally, i.e. from one corner into thediametrically opposite corner, and instead provides an arrangement inwhich regions of a longitudinal member that are particularly at risk dueto bending outward are coupled to two particularly stable locations inthe region of the opposite longitudinal member.

In the vehicle structure according to the invention, a first end of theat least one reinforcing member is always arranged in a front cornerregion in the closed state of the covering, thus, in a sliding covering,in the region of the intersection formed by corner post, fronttransverse member and longitudinal member, and fixed either to thelongitudinal member or to the transverse member. In this case, the otherend of the at least one reinforcing member is arranged on the samelongitudinal side in the region of the rear corner region which isarranged by the corner post, rear transverse member and the samelongitudinal member as for the front corner region, where, in contrastto the preferred, positionally fixed connection in the front cornerregion, in the rear corner region the connection is to a part which isprovided for opening up the roof and can be shifted along thelongitudinal sides, for example to the rear bow or else to an elementwhich is arranged on the rear bow and, in the closed state of thecovering, grips behind positionally fixed parts preferably in aform-fitting and/or frictional manner, and otherwise can be moved by thebows after it has been lifted a little, for example, from the positionin which it grips behind them. An element of this type is preferably theportal beam which is provided in any case in sliding coverings in orderto lock the covering frame and which advantageously tensions thereinforcing member by means of the pivoting movement provided for thispurpose, during closing of the covering, and relaxes it during opening.By this means, the tractive force exerted by the reinforcing member onthe portal beam is introduced directly into the rear structures, such asthe corner posts, against which the portal beam is supported, as aresult of which the forces are not introduced into the particular guideby the rollers of the rear bow and the bearings thereof, which increasesthe service life of the rollers.

The point of traction is preferably arranged on a bow on which thereinforcing member is deflected, so that in the point of tractionarranged in the vicinity of the other longitudinal side, tractive forcesare effective in the direction of the one longitudinal side while theremaining bows outside the point of traction do not experience adeflection of this reinforcing member. Although the discussion concernsone point of traction, the latter may also be extended one-dimensionallyover a section by a first deflecting region and a second deflectingregion on the other longitudinal side being provided, for example, intwo bows which preferably are, but do not absolutely have to be,adjacent, so that the section between the two bows, instead of thepattern which forms in plan view the two limbs of a triangle where theone longitudinal side is the base, instead places a trapezium on thisbase.

More than just a single reinforcing member, for example two, three ormore, are preferably provided on one longitudinal side, which furtherreinforcing members are assigned in each case to a point of traction.Thus,. in the case of two reinforcing members, the point of traction ofthe first reinforcing member can be provided in the region ofapproximately one third of the length of the loading area and the pointof traction of the second reinforcing member can be provided in theregion of approximately two thirds of the length of the loading area.This makes it possible to select more flexible reinforcing members forthe transfer of the same overall forces, which reinforcing members canbe bent more easily during opening of the covering frame. The pluralityof reinforcing members preferably originate from the same points of theone longitudinal side.

The invention permits reinforcement and stiffening of the flexible roofskin in the lateral direction when the roof is closed withoutsubstantially impairing the flexibility of the roof skin in thelongitudinal direction. This improved stiffness is obtained by a simple,cost-effective and virtually maintenance and wear-free structure.

If at least two reinforcing members are arranged crossing over eachother and in a longitudinally symmetrical, at least double X shape, thenoptimum stiffening in both transverse directions and over longersupporting frames is obtained.

If, in a sliding covering, the roof skin is used with a front end wallhood and/or a rear portal beam, which can be displaced on thelongitudinal members, then the cross member can be formed by the frontend hood and/or by the portal beam. The opening function of the roof canthen be fully maintained without any restriction to operation, and thetensioning of the reinforcing member takes place synchronously with theclosing by displacement of the roof.

The operation is even simpler and easier if in at least one pivotableportal beam, the reinforcing member is fastened to the portal beam. Thefastening can then be designed using simple means, similar to a leverlock, in a such a manner that the reinforcing member is tensioned by theportal beam pivoting into the closing position.

To monitor the closing function, provision may be made for thearrangement of an electric contact device which is actuated by pivotingof the portal beam. Correct closure of the portal beam, on the one hand,and correct tensioning of the reinforcing member, on the other hand, canthen be established at the same time.

If there is a flexible rear end, the reinforcing members can becontinued and can also be used in the manner of diagonal bracing toreinforce the flexible rear region.

So that the reinforcing member can be adapted to a telescopic roof skinwithout any disturbance, the reinforcing member is connected to the roofskin. If at least one bow which can be displaced along the longitudinalmembers is provided, the same purpose is served by the reinforcingmember being connected to the bow.

The rollers, which are conventional in bows of a sliding covering andtake on the lateral guidance, are preferably omitted when thereinforcing member is fastened to the longitudinal member, i.e. in thecase of that part which couples of the point of traction to thelongitudinal member, as a rule a bow. This bow is fastened to thelongitudinal member via sheet-like sliding elements instead. The lattercan better absorb the forces which occur during tensioning of thereinforcing member and can pass them into the longitudinal member.

The reinforcing member can be fastened to the points of intersection orend points by means of rapid connecting means, such as spring hooks.

A reinforcing member which is designed as a steel cable encased withplastic satisfies all requirements. It is flexible, has a long life andis maintenance-free.

The invention therefore provides a vehicle structure, the side walls ofwhich exhibit only a slight sagging when subjected to a load by loadedgoods.

A loadable side wall is preferably arranged between the longitudinalmembers and the vehicle chassis. This side wall may be connectedfixedly, but releasably, to the longitudinal members and the vehiclechassis. This can take place by the side wall being designed as atarpaulin reinforced with transverse bows or stakes. The forces actingon the side wall are deflected on the one hand downward into the rigidvehicle chassis and on the other hand upward into the longitudinalmembers. The stiffening of the roof means that the longitudinal members,and therefore the side walls connected to them, are no longer able tosag to such a great extent. This structure is particularly suitable fortransporting piece goods or drinks crates, since lateral load-securingforces are readily absorbed and the stiffening of the moveable roofsurfaces when traveling is ensured without impairing the openingfunction for the loading operation.

Further advantages and features of the invention emerge from thefollowing description and from the dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained in greater detail below using apreferred exemplary embodiment and with reference to the attacheddrawings.

FIG. 1 shows a perspective view of a loaded truck with a structure whichis shown transparently.

FIG. 2 shows a plan view of a vehicle structure according to theinvention.

FIG. 3 shows an enlarged detail III from FIG. 2 in the region of theconnection of a reinforcing member to a longitudinal side.

FIG. 4 shows a plan view of an alternative vehicle structure accordingto the invention.

FIG. 5 shows a partially cutaway side view corresponding to the line V—Vin FIG. 3.

FIG. 6 shows the rear end region of the vehicle structure from FIG. 2with the portal beam swung up.

FIG. 7 shows the end region from FIG. 6 with the portal beam swung down.

FIG. 8 shows the end region according to FIG. 6 in plan view and on anenlarged scale.

DETAILED DESCRIPTION

FIG. 1 shows the manner in which the weight G of the load 1 of a utilityvehicle can act on the structure 2: 0.8 G act forward on the front wall3 and 0.5 G act in each case on the side walls 4 and 5 and on the rearwall 6. These values can arise during corresponding circumstances, suchas braking, cornering and acceleration, and have to be introduced intothe vehicle chassis.

In FIG. 2, a rectangular supporting frame 8 of a sliding coveringcomprises two longitudinal members 9 and 10 and a front and a reartransverse member. The front transverse member is designed as a frontend hood 11, the rear transverse member is a pivotable portal beam 12.In the region of intersection 13, i.e. longitudinal member 10/transversemember 11, one end of a reinforcing member in the form of a cable 14encased with plastic is fastened to the longitudinal side of thesupporting frame 8. In the region of intersection 15, i.e. longitudinalmember 10/portal beam 12, the other end is fastened to the samelongitudinal side of the supporting frame 8. The fastening can takeplace via any desired means or rapid fastening means, such as springhooks.

The cable 14 is fastened in its central region to the centralintermediate region 16 of the other longitudinal member 9; greaterdetail can be gathered from FIGS. 3 and 5.

A second cable 14′, which is arranged exactly symmetrically with respectto the longitudinal axis X—X of the supporting frame 8, is indicatedtogether with the intersections 13′ and 14′ and the central intermediateregion 16′ of the longitudinal member 10. The two cables 14 and 14′crossover each other and together form a double X shape. As a result,the supporting frame 8 is reinforced and stiffened uniformly in its mainplane.

The manner in which the cable 14 is fastened to a bow 17 which, in turn,ends in the form of a roller carriage 18, can be seen in FIGS. 3 and 5.In this case, the cable 14 is guided through a hole 19 in the bow 17.The cable 14 is preferably fixed in the hole 19 in order to avoidslipping. The roller carriage 18 runs with two vertical rollers 20 in alateral guide rail 21 and slides via an elongate, sheet-like slidingelement 22 in an upper guide rail 23 of the longitudinal member 9.

FIG. 4 shows an alternative configuration of a vehicle structure, inwhich two cables 14 emerge in each case at the same intersections 13, 15and are fixed to two different points of traction 19 of two bows 17which divide the length of the loading surface approximately intothirds. Furthermore, three cables 14 are shown: a first engages on thesame bow as one of the cables 14, another cable 14′ engages on anadjacent bow to that of the cable 14 and a further cable connects pointsof traction 19 of a bow 17 a and of a bow 17 b, with the result thatinstead of the triangle of intersection—point of traction—intersection,a trapezium of intersection—point of traction—point oftraction—intersection is produced.

The manner in which the cable 14 is fastened in the point ofintersection 15 to the upwardly pivoted, opened portal beam 12 is shownin FIG. 6. The portal beam 12 is articulated on a further,longitudinally displaceable transverse member 24 via two joints 25. Theopening movement is assisted by a gas-filled spring 26.

In FIG. 7, the portal beam 12 is swung down and locked to a support 27.The length of the cable 14 is configured and set in such a manner thatthe cable 14 obtains its final tensioning when the portal beam 12 isswung down.

FIG. 2 shows, in a sliding covering, the manner in which a multiplicityof bows (reference numbers omitted) can be arranged between thelongitudinal members 9 and 10, which in turn support the roof skin (notillustrated), for example a tarpaulin. The bows 28 and the roof skin canbe connected to the cable 14, preferably at points or in sections.

FIG. 8 illustrates an electric contact device 29 which is brought intoits closing position, FIG. 7, by the pivoting of the portal beam 12 and,as a result, can use corresponding indicating means to signal a correctclosing state of the portal beam 12 and the correct bracing of the cable14.

The invention has been explained above with reference to an exemplaryembodiment which is embodied as a sliding covering. It has to beunderstood that the invention can similarly be used on a vehiclestructure embodied in the manner of a sliding-hoop-type covering.

A vehicle structure according to the invention having a loading platformfor the stacking of loaded goods over which is built a frame on which atarpaulin rests, and in which either only bows of the roof can beshifted along longitudinal members, which are supported toward theloading platform via stakes, or bows of the roof are connected to stakeswhich can be shifted along the loading platform, and can be shiftedtogether with said stakes, therefore comprises, according to the conceptof the invention, at least one flexible reinforcing member in the planeof the bows, preferably designed as a cable, for example as a steelcable, which reinforcing member forms at least one triangle which, bymeans of at least one first corner point on one side of the frame,distributes a loading to two further corner points on the other side ofthe frame (when the frame is closed). The two further corner points, butat least one of the two, expediently lie in the region of an uppercorner of the frame. In addition, provision may be made for the cable tobe guided in the region of the bows, which are crossed from corner pointto corner point, on the latter in order to avoid a large amount of slackwhen the frame is opened. The at least one corner point supports thecable if appropriate with a deflecting member. If two cables areprovided, as a triangle respectively, so that a cable is fixed in eachof the four upper corners of the frame, a profile corresponding to adouble X is produced in plan view. The two at least one corner points ofthe two triangles then expediently lie opposite each other andpreferably in the region of a bow.

The invention has been described above with reference to a reinforcingmember embodied as a continuous cable. It has to be understood that thereinforcing member may also be formed from a plurality of sections ofreinforcing cables.

1. A vehicle superstructure of a utility vehicle, comprising: a loadingplatform, said loading platform having a first longitudinal side and asecond longitudinal side, a covering frame supported on said loadingplatform, a plurality of bows displaceable along said first and secondlongitudinal sides, a tarpaulin attached to at least said plurality ofbows, and a first flexible reinforcing member arranged in an upperregion of the covering frame in order to stiffen the superstructure,wherein said first flexible reinforcing member is fixed to a frontcorner region of the covering frame and to a rear one of said pluralityof bows in a region of the first longitudinal side, and wherein saidfirst flexible reinforcing member is secured in at least one point oftraction in a region of the second longitudinal side.
 2. The vehiclesuperstructure as claimed in claim 1, wherein the point of traction isarranged in one of said plurality of bows.
 3. The vehicle superstructureas claimed in claim 2, further comprising a roller carriage assigned tothe point of traction, and wherein said one of said plurality of bowshas, on the roller carriage assigned, a sliding element for guiding saidone of said plurality of bows, and wherein tractive forces from thepoint of traction are introduced via said one of said plurality of bowsand said sliding element into an upper longitudinal member of the secondlongitudinal side.
 4. The vehicle superstructure as claimed claim 1,further comprising a portal beam arranged on said rear one of saidplurality of bows and wherein said first flexible reinforcing member isfixed to the portal beam.
 5. The vehicle superstructure as claimed inclaim 4, wherein, when the covering frame is closed, the portal beamrests on rear supports of the covering frame.
 6. The vehiclesuperstructure as claimed in claim 4, wherein the portal beam permits apivoting movement during a transfer from closed covering frame to opencovering frame.
 7. The vehicle superstructure as claimed in claim 1,wherein the covering frame is a sliding covering comprising longitudinalmembers supported toward the loading platform on posts and stakes, andwherein the plurality of bows can be moved along said longitudinalmembers.
 8. The vehicle superstructure as claimed in claim 1, whereinthe covering frame is a sliding-hoop-type covering, in which the bowsare in the form of sliding hoops supported on the loading platform,wherein the bows can be moved on both longitudinal sides of the loadingplatform.
 9. The vehicle superstructure as claimed in claim 1, whereinsaid first flexible reinforcing member is fixedly attached to said pointof traction.
 10. The vehicle superstructure as claimed in claim 1,wherein said first flexible reinforcing member is loosely guided throughsaid point of traction.
 11. The vehicle superstructure as claimed inclaim 1, further comprising a second flexible reinforcing membercrossing over said first flexible reinforcing member in a longitudinallysymmetrical, double X shape.
 12. The vehicle superstructure as claimedin claim 1, further comprising, on the first longitudinal side at leastone further flexible reinforcing member fixed to said front cornerregion of the covering frame and to said rear one of said plurality ofbows, and wherein the further flexible reinforcing member is secured ina further point of traction in another region of the other longitudinalside.
 13. The vehicle superstructure as claimed in one of claims 1,wherein the first flexible reinforcing member is fastened to the pointsof intersection or end points by means of rapid connecting units. 14.The vehicle superstructure as claimed in claim 13, wherein the firstreinforcing member includes a steel cable encased with plastic.
 15. Thevehicle superstructure as claimed in claim 1, wherein the firstreinforcing member is continued and further reinforces a flexible rearregion of the covering frame in a manner of a diagonal bracing.
 16. Thevehicle superstructure as claimed in claim 1, wherein the firstreinforcing member is attached to the tarpaulin.
 17. The vehiclesuperstructure as claimed in claim 1, wherein the first reinforcingmember is integrated in the tarpaulin.
 18. The vehicle superstructure asclaimed in claim 1, wherein the first reinforcing member is guided in aregion of the bows provided outside the point of traction throughbushings which do not absorb any tractive forces when the reinforcingmember is tensioned.
 19. The vehicle superstructure as claimed in claim1, wherein the first flexible reinforcing member is resistant to beingextended.
 20. A flexible roof skin, comprising at least one reinforcingmember which is resistant to being extended, wherein the roof skin issupported on a rectangular supporting frame comprising two longitudinalmembers and two transverse members and said supporting frame issupported on a vehicle chassis via supports, wherein said at least onereinforcing member on one longitudinal side of the supporting frame isconnected in a positionally fixed manner in the regions of intersectionof longitudinal member/transverse member and, on another longitudinalside, is connected in a longitudinally displaceable manner to anintermediate region of the other longitudinal member of the supportingframe, said intermediate region lying between the corresponding regionsof intersection.
 21. A vehicle structure, comprising a loading platformhaving a first longitudinal side and a second longitudinal side, aplurality of bows displaceable in parallel to said first longitudinalside and said second longitudinal side, a roof tarpaulin attached tosaid plurality of bows, and a first flexible reinforcing member and asecond flexible reinforcing member arranged in a vicinity of said rooftarpaulin, wherein said first flexible reinforcing member is fixed in avicinity of said first longitudinal side both to a first front corner ofthe vehicle structure and to a rear bow, and wherein said first flexiblereinforcing member is attached in a vicinity of said second longitudinalside to a first point of traction, and wherein said second flexiblereinforcing member is fixed in a vicinity of said second longitudinalside both to a second front corner of the vehicle structure and to saidrear bow, and wherein said second flexible reinforcing member isattached in a vicinity of said first longitudinal side to a second pointof traction.
 22. The vehicle structure as claimed claim 21, wherein aportal beam is arranged on said rear bow.
 23. The vehicle structure asclaimed in claim 21, wherein said plurality of bows is displaceablealong longitudinal members, said longitudinal members being supportedtoward the loading platform via a plurality of posts.
 24. A vehiclesuperstructure of a utility vehicle, comprising a loading platform, saidloading platform having a first longitudinal side and a secondlongitudinal side, a covering frame supported on said loading platform,a plurality of bows displaceable along said first and secondlongitudinal sides, a tarpaulin attached to at least said plurality ofbows, and a plurality of flexible reinforcing members, each of saidflexible reinforcing members being arranged in an upper region of thecovering frame and being attached to a front corner of the coveringframe and to a rear bow of said plurality of bows in a region of one ofthe first longitudinal and second longitudinal sides, and wherein eachof said plurality of flexible reinforcing members includes one portionassigned to an intermediate position of the other of the first andsecond longitudinal sides.
 25. The vehicle superstructure as claimed inclaim 24, wherein said flexible reinforcing members comprise a steelcable.
 26. The vehicle superstructure as claimed in claim 24, whereinsaid intermediate position of said other of the first and secondlongitudinal sides is arranged approximately in the middle between afront corner of the covering frame and said rear bow.
 27. The vehiclesuperstructure as claimed in claim 24, wherein at least two flexiblereinforcing members are assigned to said corner and said rear bow, andwherein the respective intermediate positions of each of said at leasttwo flexible reinforcing members are spaced apart from each other.